Speed regulator



sept. 13, 1938.

`SPEED REGUBATQR G. E. HOWARD y yFned April 1Q,` 19:57

VV1x1-:10,0118

5 Sheets-Sheet 1V Sept. 13, G. E. HOWARD Y Y SPEED REGULATOR Y FiledApril 19, 1,957 Y Y5 Vsheet.-=,sheatY 2 33 32 31 3o a9 *zo INVENTORSept.kv13, 1938. i Y Y G. E. HOWARD 2,130,088

' v SPEED REGULATOR Filed. April 19, 1937 5 Sheets-Sheet 3 f ig.z

.f Figa 7l 60g INVENTOR sept. 13, ms.

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SPEED REGULATOR Filed April 19, 1937 5 Sheets-Sheet 5 E l &\\\\\\\\\\ y7 116 Y 117 i @L Il' i lNvEN-Ton Patented Sept. 13, 1938 UNITED STATESPATENT OFFICE- l Q alaao'ssi i SPW-DRE ("ULA'1 B" I vGeorge-lllowarntlenflm- A y -v y.

' Application Api-i119, 193i,seriali1I e. 13'z,"z5s l f y -21 claims.(clflso--szljusted'to venons desirenfperlods of or My invention relatesto speed regulators which are especially suited for use in connectionwith internal combustionengines.

Various governing devices have heretofore been employed' for controllingthe speed of motor vehicle motors, in order to throttle the same when apredetermined maximum speed is approached,

but under certain traiiic conditions such govemorsl lare dangerous inthat they tend to increase accidents rather than serving their intendedpurpose of preventing accidents through limiting of road speeds.

One condition under which the use of speed governors of the older typesis objectionable `arisesout of a situation when the driver of'avehiclein attempting to pass another vehicle v traveling in the samedirection finds it necessary to'inci'ease hisspeed' temporarily abovethe limit providedfor by the governing device, inorder to get completelypast the slower moving' vehicle beforea third vehicle coming toward himbecomes dangerously close. Another condition under which extra temporaryburst of speed would be required is where a. driver who is proceeding atthe' normal, maximum speed finds it necessary to quickly get out of theway of a vehicle approaching from a side road, for example.

l One object of my invention is' to provide a speed governing devicewhich willv normally limit driving speeds to a predetermined maximum,but wherein provision is made for permitting acceleration in excess ofsaid normal speed for a limited period of time, or distance, and whereinafter said period of time vor distance the speed will be 5 automaticallyreduced to said normal rate.

Another object of my invention is to provide a speed control device ofthe character referred to. 4vvherein the period of acceleration isautomatically followed by another period which is pref- 40 erablylonger. than the acceleration period, during which the governor iseffective to prevent the vehicle from attaining a speed greater than thenormal maximum speed for which the governor is set. y

Another object of my invention is to provide means whereby the relativeduration of the accelerating period and the following lag period maybeadjusted for different ratios of time or distance of vehicle travel.

Still another object of my invention is to provide means whereby themaximum acceleration speed, while it is higher than the maximum governorspeed. can be adjustably limited so as to prevent excessive speed of thevehicle and pre- 55 vent racing of the engine, especially when used withthose types of governors which control engine speeds.

Another object of my invention is to provide a speed control device ofthe character referred to,

60 wherein the duration of acceleration can be adtances of vehicletravel A further object of my invention is toprovide means forautomatically changing the 'governor v control forf normal speeds fromone set governing position to anotheiy as'ior exa mple,"so that it mayautomatically 'be caused .toimiiilne the vehicle speed toa'jlowerrate'at nightfthanjin daytime. Y'

Some forms of`, app'a ratus for practicing my invention are shown inthelaceompanying'drawings wherein Figure 1 isa side, elevationalview 0fabortion. of afimtr. vehicle. te which my invention 'isA ab'pliedyFlg.Zfis", afverti'cal sectional Ela 5 ..151 mi .enlarged partly in sectiof;Figli?? "I s' 'a diagrammatic'view an enlarged'scale of certain of thetransmission mechanism for rtainfof the regulating members; Fig. 9Vshows a modied formof vdrive for certain of the control elements of thespeed regulator; Fig. 10`is""an elevational sectional view showing 'amodification of the apparatus shown in Figs. 3 and 4:'Fig.-11 is a viewtakenvon the line XI-XI of Fig. 10; Fig. 12 is a view ltaken on thelineV XLI- XII of Fig. 10; Fig. 1 3. is a vertical sectional view,showing still another modiilcation of the speed regulating apparatus ofFig. 2; Fig. 14 is a vertical sectional view, on an enlarged scale, of aportion of the structure of Fig. 13, and Fig. l5 is a view taken on theline XV--XV of Fig. 14.

As heretofore stated, I provide a governor for normally'limiting vehiclespeed to a predetermined maximum rate, in combinationdwith means fortemporarily rendering the governor ineilective to limit the rate oftravel of the vehicle.

Referring iirst to the regulating apparatus shown in Figs. 1 to 8, amotor vehicle engine is indicated by the numeral Ill, having the usualcarburetor II, intake pipe I2 and intake manifold i3, the intake pipebeing provided with the usual throttle valve Il whichis controlled inthe ordinary manner from a'foot pedal l5.

A governor throttle valve I 6 is mounted in a casing Il that is insertedin the intake line between the carburetor and the intake manifold. Thevalve I6 is actuated by the governing mechanism, hereinafter described,in order to prevent the vehicle running at excessive speed. To this endthe stem or shaft of the valve I6 is provided with anoperating lever I8having crank arm 29 which is "positioned in a cylinder 39. One endsecured to a piston rod 21 and held against tilting .I

by guides 28 that are formed on the' innenside walls of the casing 23.As the piston-rod recip-- rocates, the cam surface will .operateagainstthe roller 24 to eifect oscillation"of"th'e 'valve' I5. When thepiston rod moves toward'the zright,- as viewed in Fig- ,4. the valvewill be rocked to- -ward open position against the' tensionof'-thespring 2|, while when the piston is'moved in'the opposite direction, thecam willjbe moved away fromY the roller 24 andthe springf2|be-pe'rmitted to movethe valve toward closed position.

The pistonrod'21Y has connection with' a piston ofthe cylinder 30 is'open', asshown more clearly in Fig. 3, and toward thelother end thereofconnection is hadthrough'a suction pipe 9|Y with the pipel |2"'at apointbetwe'en the valve I6 and manifold il., Acompression 'spring 'een'pslndned betweenvtne piston :s sind "f 1 an.' adjustable sa beingaimable orfabitment ,13. the spring at offthe cylinder 30 bylmeanslof anadjusting' screw '94. in order'to vary the' spring 'pressure Vonvthepiston 29. In ord `'to prevent unauthorized' adiustmentof the' spring532;. the .adjusting screw 94 provided with a serrated head :s which:snormally' held against rotatlonby a. set scr'ew 39 that is threadedinto `thendof the cylinder 30 and :Q is movable into engagement withthe; serrations ,in the head 35. Unauthorized removal 'of the set screwand turning-ofthe adjusting'screw 34 is prevented by aseal whosewire'extends through .the set screw, 36 'anda shoulder or lug 31 formedon the cylinder head. g

The spring 32 normally urges the piston 29 and consequently .the pistonrod and the cam 26 into position to yieldably. holdV the valve I6 inopenvposition. When the suction in the intake manifold and in the pipe3| exceeds a predetermined degree, the piston 29 willbe actuated fromthe position shown in Fig. 3 against the pressure of the spring 32, tothereby permit movement of the valve-v I6 toward closed position undertension of the spring 2|, thus throttling the flow of fuel mixture tothe motor; Obviously, with a certain degree of vacuum orsuction there.will be a certain degree of movement of the piston, with the resultthat the valve I6 will be turned for a predetermined distance towardclosed position. The degree of vacuum necessary to eiect movement of thepiston and the extent of movement of the piston will, of course, bedetermined by the adiustment of the spring. The vdegree of suction isdependent upon the pumping action of the engine pistons and, hence,Aupon engine speed.

Thus, with the valve I6 at any position theclegree of suction willincrease with increase in engine speed, andlwhen the enginespeed hasreached a predetermined point, the piston 29 will be caused to retract.and permit movement of the valve I5 toward closed position to vproducea throttling action and thus prevent the engine runningA faster than themaximum governing speed,

The cam 25 is so curved as to secure the proper proportional movement asbetween the valve I6 and the pistonl 29, to compensate for the fact thatduring compression of the spring, a constantly a slot which has `ispivotally mounted lever 42 and the link relative to the adjacent end"against a two-part disc 46-'41`that is's'ecured is such that the rateofmovement imparted to the cam roller 24, when the piston 29 is movedagainst the spring 32, is in its initial stage slower than when thepiston is in its later stages of movement, whereby for a given change indegree of suction' a proportional movement will be im- -partedto thelvalve I6.

The mechanism for'rendering the governor inective" to operate thethrottle valve I6 for limited-periods-of time will now be described. To

this end I provide a link that is provided with pin or stud 4| providedon the 'cranl arm 2i). O rdinarily, the crank arm'is free to rockrelative to the lever 40, but by. shifting` the link'40 downwardly, ashereinafter described, the crankarm will be moved or held down so astomaintain'the valve IB in open position with the cam roller 24 out ofvengagement with the cam 25, and hence 'not aiiected by movement of thepiston 29 or the cam slide, 26. The lower end of the link 40is'pivotally connected to a rocker arm 42 that at its other end to thecasing 23, at thepoint 43. AA spring 44 biases the 49 in acounter-clockwise direction, and thereby holds 'aqfcam follower 45 to'a'sieeve 49, that is loosely mounted on'a sleevelike clutch element 49which is secured toa oo nstantlyerotating shaft 5 0.'

'I'he shaft 5|! has detachable connection at 5| with a flexible shaft 52which may suitably be connected through speedV reduction'gearsfat v53with' the ordinary speedometerV driveisliaft l54. The speed reduction atitl issucli'that the shaft 5 0 will be given only one vrevolution forperhaps two thousand feet of travel of the vehicle. A clutchv element 55is loosely and slidably mounted on the shaft 50 and isnormally lheld indeclutched position relative to the element 49 by a spring 56. Theelement 551s constantlyvin telescopic engagement with the sleeve 48. Ashifting 'fork 51 is employed to move the clutch element 55 intoengagement with the element 49, and thereby cause the sleeve 48 and thecam discs 46-41 to rotate with the shaft 50'. The clutch fork ismanipulated from the drivers seat by moving the acceleratorV pedal |5downwardly far enough to engage a. pin 58 which through a bell cranklever 59 operates a pull rod or wire 60 that is in turn connected to theshifting fork 51.

The main throttle i4 can be held in suiciently open position bythedepression of the pedal I5 to a point at which it is not yet operativeupon the pin 58. Further depression of the pedal l5 will throw intooperation the clutch just above described, and rotation of the cam discs46-41 will permit the cam follower (Fig. 4) to drop off the high pointsin the cams and permit the lever 49 to be drawn in a counter-clockwisedirection by the spring 44, thereby causing such lever to exert a pullthat will'move the arm' 20 downwardly against thetension of the spring2| and hold the cam roller 24 in raised position relative tothe camsurfaces 25, with the valve l5 lost motionj connection with a'consequently open. In this position of the parts,

movement of the piston 29 will have no eiect n ,Y a,1so,o ss

from a. .hole lin" the cover plate 63 of the casing "i'nittecito4risesomewhat, suchpin'ridingon the vannularboss l64 of thejplatet) willin aintai-1ithel clutch vmembers in driving' e ng' agement. vthe shaft50'has'conipleted a.revolution,'the pin 82 under the iniluenceofthespring 58 will be sprung inmune hole 1n the 'boss el by the spring. y

4Sli, thereby' automaticallydisengaging the 'clutch A.'niembersQ'anda1so locking lthe cams -48-441 against idling,v movement. The spring isof auch' stiffness that it also urges the pin 58 to its raised,.PQSlllon, @through the -wire I0.

Y lDuring rotation of the cams 46-41, the cam' follower will rise fromthe low surfaces on the cam to the high points thereof. During thisperiod of travel over the low cam surfaces, the

'one another. vcam discs 46--41 is effected by pin and slot arvalve vi6will beheld in fully open position to permit of `higher speed than thatwhich is norrangement; indicated at 85 (Fig. 4), the screw 'piriV ,beingcarried by one of the discs and extending through a slot in the otherdisc. The

l'peripheral surfaces of the cams are of thesame contour, and it will beseen that if one cam disc isrotatably adjusted relative tothe-'othenthat the high spotl of the said cam will be engaged by thefollower 45 at an earlier stage than when the cams are set with theirraised portions in As shown in axial alignment with one another. Fig.4,'each cam :disc has its depressed portion extending through about 120,during which time the valve I6 would be permitted to remain open, but asshown in Fig. 4, one of the cams is rotatablyoffsetrelative to the othercam a distance of approximately so that the valve i6 will be held openthereby through only 90 of cam movement. It will be understood that whenthe cams have passed through the predetermined range of 90 or 120, asabove indicated, for example, the' speed control piston and its associdparts win again be effective to hold the engine at a reduced speed.

Thus, the control apparatus'could be put into operation by a singleapplication, for a distance of 2,000 feet of vehicle trav'el, duringwhich time the period of acceleration would be while the vehicle istraveling perhaps 500 feet, and during the balance of the time ofrotation of this element the governor would be operative for normalspeed control, and a second accelerating application could not beapplied until after the said 2,000 feet of travel.

The period during which the valve I6 is held open independently ofgovernor control is purposely made relatively short, but still longenough to permit a desired burst of speed. The longer high dwells on thecams .insure that the operator cannot repeatedly actuate the controlclutch with such rapidity as to maintain a substantially continuousungoverned high speed, since he can effectively operate thecontrolclutch only once during each revolution of the shaft 50, because thehigh portions of the cams'return the valve i6 to the control ofthegovernor independently of any action by the driver until a completerevolution of the shaft 50 has been had.

Referring to Fig. '1, when the lever 42 is actuatedit closes a switch 66and completesI circuit through an indicating lamp 81, showing thedriver'that the .valve I6 hasbeen released-from th `control of the-.gove" or, the circuit lbeing V.automatically broken lifted the leverl42.

11n Figs. 'i and` is'shown'vmeans for automaticaliy reducin'g thepriietarmtned maximum governing speed vvlrer'ebylat'V night-'the vehiclecannot be drive'nso :rapidly asin daylight. 'Io

'this end', the pipe'l is provided'w'ith a'bleed port 68 controlledl by'afvalve 68. 4. sprin'gw tends to hold the'valve 69o'p'en. YAspl'enoid1l isprovided for closing 'the valve 68' against'the pressure 'of thespring 10. The circuit thro'ughtlie solenoid is controlled by'thelightxswitch l2,"such circuit being closed `when thelights are turnedon. Upon completion of the'circuit through the solenoid, the valve $9will be closed, thusincreasing the suction in the cylinder lfandausingthe valve i8 to be moved toward closed yposition at lower engine speedsthan in'the daytime.

Referring now to'Fig. 9, I'provide a motor 'I3 which may be either anelectric .motor o ra vacuum motor, instead of the shaft'52,'forj1`iriving the shaft 50a, which corresponds to the shaft 50 ofthe other figures. Suitable reduction gears 14 are provided between themotor and theshaft 50a, the motor 13 being constantly operated during4movement of the vehicle, as in the case of shaft 52. 'Ihe casing vjisprovided with the clutch apparatus as shown in Fig. 45, the clutchtherein being operated bya pull rod 60a that corresponds to the pull rodSliv of Figs. 1 and 2.

In Figs. 10,11 and 1 2, I show agovernor of the centrifugal type whichis lemployed instead of the vacuum control governor of VFigs:-;l 'to 8.-In this modified structure, a'rod'80'and a cam8l correspond in movementand function to the piston rod 21 and the cam member 26 of the otherfigures. Instead of shifting the rod 80 by 3. piston, it is providedwith a yoke' arm 82 that engages an annular groove in a sleeve 83 whichis -slidably mounted on shaft 84,. Governor weights 85 are connected bylinks 88 to the' sleeve 83 and by links 81 to a sleeve 88. The sleevesand links, of course, rotate with the shaft 84. A spring 90 tends tohold the governor in collapsed position. The shaft 84 is driven from ashaft 89 that has suitable connection with the transmission mechanism ofthe car. It will be understood that when the car reaches a predeterminedrate of speed, the governor will be expanded under centrifugal force andwill draw the sleeve 83 toward the left, thus withdrawing the cam 8i andpermitting the valve I6 to be moved to closed position, as occurs in theshowing of the-other figures when the cam 26 is withdrawn.

The maximum speed at which the vehicle can travel is controlled by thegovernor, and adjustment of governor control is in turn effected-by acompression spring 8l that is interpose'dbetween a suitable shoulder 82on the' casing and a nut 93 carried by the end of the rod 80.

In this structure, instead of driving the shaft 50 from the speedometershaft, such shaft is driven from a countershaft 94 that is in turndriven through gear 85 and speed reducing gears 96 from the shaft 84.The operation is otherwise the same as in the structure of Figs. 1 to 8.

In Figs. 13, 14 and 15. I show a structure which isprimarily intended topermit acceleration of a motor for a limited time above the normalmaximum governed speed, but preventing racing of the motor during suchlimited period. However, the. general arrangement shown in these figurescould be also employed in substantially the same manner as thestructures of the other iigures, in that it can bearrangedto preventoperation of thegovernor fora limited time at even extremely highenginevspeeds .i

In this structure the throttle valve its operatng lever |02, spring |03,the cam |04,- the piston |05, the cylinderl |0 6 .and thespring |01correspond respectively to; the `parts |6 |8, 2|, 26, 29, :t0-and 32 of.'F'igs. 1 to 8, and function in ,thesame manner as such othenilelts.'The valve |0| is normally held inoper position against the tension ofthe springiidby pressure o f the spring |0 acting against'the 4'piston`|05. When suction in the intake lineoffthe motor exceeds a predetermineddegree, such 'suctional force acting through. the. conduit 0 8 causepiston to move to the left; and permit'A they spring |03 to move thevalve ||i|` toward closed position.

The setting of the spring |01 will, ofcourse, determine the maximumspeed at which .the motor will normally be permitted tn operate.

In order topermit temporary operation of the engine at higher speedsforshort periods, but also limiting the engine speed to a point belowits maximum or racing speed,` I'provide a control device containedwithina casing |09." Within this casing a shaft ||0 driven fromfthespeedometer shaft'or some other portion ofwthe mechanism as in thecase'oflshaft 5 0. Relatively adjust'ablecam discs [Ihre rotated Eby theshaftl l0 as' arethe camjdiscs'jand 4 `|,lthe cam discs beingclutchedanddeclutchedffrom the shaft 0 in the samefmannerasthecam The "c'amn n-nl. 'c oiitris' a Swix-.cnam ns which is permitted toffbe'inoved toclosedposition under the' influence of a spring Illifor a portiono'f arotative cycle of the cam. 'Ihearm ||3 carries a'contact member thatcooperates with a contact memberi l5 to `complete acircuit through asolenoid ||6. A pivotally-rnounted armature Ill is actuated by thesolenoid, andv in turn operates a valve .i I8 that is normally held ||8controls admission of atmospheric air to the conduit |08," and theentryof such air into the conduit will obviously reduce the suctionalforce in the cylinder |05.v By so reducing the suctional force in thecylinder |06, the movement of the piston |05 toward theleft willbereduced. so that so long as the switch at ||5`is closed, and the valve||8 open, the engine speed can be in creased to that normally permittedby the governor. The top speed of the engine is determined by the extentto which `the valve fit is open, and the range of opening movement ofthe valve is determined by the position of an adjustable stop screw |20.

Assuming, for example, in closed position and thesetting of the springis such that the governor will limit engine speed at the equivalent of40 milesper hour, the cam |||-||2 can be set in operation to permit othigher speeds for the period ot time required for the low portions ofthe cam to move past the switch arm H3. The ,setting of the adjustablestop |20 can be such that the valve ||8 will be actuated to a point atwhich the suctional force in the line |08 is reduced to such a degreethat the piston |05 will not be actuated until the engine is operatingat a desired greater number of revolutions per minute. When the limit'of said additional speed is reached, the suctional force in the line|08 will be sumcient to cause operation of the governor to preventfurther increase in engine speeds.

that the valve lla is It will be understood that the stop screw |20 canbe.retracted -to a point that there will not be suiiicient suction inthe cylinder |06 to have any effect .whatever on the piston |05 duringthe time that the .low point on the cam I2 permits it to remain closed,in which case, this structure will.function substantially as do thestructures of the'other figures.

I claim as myinvention:A

1;v The combination with an engine vhaving an (intake passage for ltheAflow of motive fluid to the engine anda governor 4operativetorestrictiiow f lof the motive iluid when the engine attains apredetermined speed',- .of Acontrol means for -rendering thegovernorineiectivefor a given period. l of time andfor automatically' renderingthe gov- 'ernor operativeafter said period vhas elapsed.

2,; The corr'ibinationwith an engine having an intakepassageior the ow'of motive fluid to the engine, and a governor operative to restrict nowvof the motive fluid when the engine attains a predetermined speed, ofcontrol means for renderingthe governor ineiective for a given period oftime and .for lautomatically rendering the governor operative after saidperiod has `lelapsed, and means vfor preventingreoperation of saidcontrol means for another given period of time.

3. The combination with an engine having an intake passage for the nowof motive num to the engine,and a governor operative to restrict iiow ofthe`motive fluid when theengine attains a predetermined speed. ofcontrol means for ren- 4,dering the governor ineifectivefor a givenperiod of time and for automatically rendering the gov "ernor operativeafter said period has elapsed, and

means ji'or preventing reop'eration of said control means foranothergiven period of timewhich is Agreater than the first-namedperiod.

42 The combination with an 4engine having an vintake passage for theflow of motive fluid to the engine, said passage being controlled by athrottle..valve, o f a speed governor operable when .the engine attainsa predetermined speed to move in a raised position by a spring I IS..The valve said valve toward closed position, control means operable tomove the valve toward open position and maintain it there for a givenperiod of time 5. The combination with a motor vehicle having aninternal combustion engine, of a governor operative to restrict iiow ofmotive fluid to the engine when the vehicle attains a predeterminedspeed, and control means for rendering the governor ineiective foragiven period of time and for automatically rendering the governoroperative after said period has elapsed.

6. The combination with a motor vehicle driven by an engine having anintake passage for the flow of motive fluid to the engine, and agovernor operative to restrict ilow of the motive fluid when the engineattains a predetermined speed, of control means for rendering thegovernor ineiective fora given .distance of vehicle travel and forautomatically rendering the governor operative after said distance hasbeen traveled.

'1. 'Ihe combination with a motor vehicle driven by an engine having anintake passage for the now of motive duid to the engine, and a governnoroperative to restrict ilow of the motive fluid .when theengine Aattainsa predetermined speed,

means for preventing reoperation of said control means for another givendistance of travel.

8. The combination with a motor vehicle driven by an engine having anintake passage for the now of motive fluid to the engine, and a governoroperative to restrict flow of the motive uid when the engine attains apredetermined speed, of control means for rendering the governorineffective for a given distance of vehicle travel and for automaticallyrendering the governor operative after said distance has been traveled,and means for preventing reoperation of said control means for anothergiven distance of travel which is greater than the first-named distance.

9. 'Ihe combination with a motor vehicle driven by an engine having anintake passage for the flow of motive uid to the engine, said passagebeing controlled by a Athrottle valve, of a speed governor operable whenthe engine attains a predetermined speed to move said valve towardclosed position, control means operable to move the valve toward openposition and maintain it there for a given distance of vehicle travel,independently of movements o1 the governor, and means for automaticallyrendering said control means inoperative ater said distance of travel.

10. The combination with a motor vehicle having an internal combustionengine, of a governor operative to restrict ilow of motive iluid to theengine when the vehicle attains a-predetermined speed, and control meansfor rendering the governor ineffective for a given distance of vehicletravel and for automatically rendering the governor operative after saiddistance has been traveled.

11. The combination with a motor andY agevernor operative to regulatethe speed of said motor', of a control device for rendering the governorineiective for a given period of time and for automatically renderingthe governor operative after said period has elapsed. v

12. The combination with a motor vehicle, of a governor operable toprevent the vehicle exceeding a predetermined rate of speed, a controldevice operable by the driver of the vehicle, for rendering the governor`ineffective for a predetermined distance of travel, andautomaticallyoperable means for rendering the governor again eiectiveupon completion of said distance.

13. The combi'nation with a motor vehicle, oi a governor operable toprevent the vehicle exceeding a predetermined rate of speed, a controldevice operable by the driverv of the vehicle to render the governorineffective for a predetermined period ot time, and means for preventingreactuation of said control means for another given period of time.

14. The combination with a motor vehicle having electric head lamps, ofa governor operable to prevent the vehicle exceeding a predeterminedrate of speed, and means actuated through closing of the head lampcircuit, for rendering said governor operable at a lower rate of,vehicle speed.

15. The combination with a motor vehicle having an internal combustionengine, the supply of iuel to which is normally controlled by a manuallyoperable accelerator member, of a governor operative to restrict flow ofmotive iluid to the engine when the vehicle attains a predeterminedspeed, and means actuated by movement of the accelerator member beyondits normal driving position, for rendering the governor ineffective fora given period of time.

v16. The combination with a motor and a governor operative to normallylimit the motor to a predetermined maximum speed, of a control devicefor rendering the governor ineffective at said speed, and means forautomatically rendering the governor again operative after a givenperiod of time.

17. The combination with a motor and a governor operative to normallylimit the motor to a predetermined maximum speed, of a control devicefor rendering the governor ineilective at said speed and provided withautomatically operable means for causing it to become again effective ata higher speed.

18. The combination with a motor and a governor operative to normallylimit the motor to a predetermined maximum speed, of a control deviceIor rendering the governor ineffective at said speed and causing it tobecome again eiIective at a higher speed, and means for automaticallyrestoring the governor to its initial condition after a given period oftime.

`19. The combination with an internal combustion engine having an intakepassageway for the flow of motive iiuid to the engine under suctionalforce, of a throttle valve for controlling the supply of motive iiuid, acylinder communicating with the passageway, a piston in said cylindermovable in one direction under a predetermined suctional force in saidpassageway and cylinder, means for moving the said valve toward closedposition when the piston is moved by said suctional force, meansoperable to relieve the said suctional force, and a device Iorautomatically limiting the duration of electiveness of the lastnamedmeans, to predetermined periods of time.

'20. The combination with an internal combustion engine having an intakepassageway for the ow of motive iluid to the engine under suctionalforce, of a throttle valve for controlling the supply of motive iluid, acylinder communicating with the passageway, a piston in said cylindermovable in one direction under a predetermined suctional force vin saidpassageway and cylinder, means for moving the said valve toward closedposition when the piston is moved by said suctional force, meansoperable to admit atmospheric air to the said passageway, and a devicefor automatically limiting the duration of said admission of air topredetermined periods of time.

21. I'he combination with an internal combustion engine having an intakepassageway for the ilow of motive :duid to the engine under suctionalforce. of a throttle valve for controlling the supply of motive fluid, acylinder communicating with the passageway, a piston in said cylforautomatically limiting the duration of said relief of suctional torce.

GEORGE E. HOWARD.

